Inner tube with film

ABSTRACT

The present invention discloses a type of secure and efficient wheel assembly using fluid or solid stuffing materials so as to minimize the blowout risks, a wheel rim transmission assembly, an energy exchanging arrangement used in transporting system, and a vehicle energy storage system, as well as corresponding methods for manufacturing and preparing such assemblies and arrangements in applications.

CROSS REFERENCE TO THE RELATED PATENT APPLICATION

The present application is a continuation application of the U.S. patentapplication Ser. No. 14/033,414 filed on Sep. 20, 2013, and the U.S.patent application Ser. No. 14/033,414 is a continuation application ofthe U.S. patent application Ser. No. 12/550,564 filed on Aug. 31, 2009,and the U.S. patent application Ser. No. 12/550,564 is a continuationapplication of the U.S. patent application Ser. No. 10/514,466 filed onNov. 10, 2004 that is a US national stage of the PCT application No.PCT/CN03/00520 filed on Jul. 1, 2003, which claims the priorities of theChinese patent applications No. 02126699.9 filed on Jul. 28, 2002, No.02278550.7 filed on Jul. 30, 2002, No. 02278978.2 filed on Aug. 30, 2002and No. 03116364.5 filed on Apr. 9, 2003, all applications areincorporated herein by reference.

BACKGROUND OF THE PRESENT INVENTION Field of Invention

The present invention relates to transporting system, more particularly,relates to a type of secure and efficient wheel assembly, a wheel rimtransmission assembly, an energy exchanging arrangement used intransporting system, and a vehicle energy storage system, as well ascorresponding methods for manufacturing and preparing such assembliesand arrangements in applications.

Description of Related Arts

Commonly, there are several drawbacks of wheels available in the market:

1. Poor security: the tires mounted to the wheel rim are subject toblowout accidents which cost and jeopardize human lives.

2. Inefficiency: as its name implied, efficiency refers to the workingoutput of such wheel during a fixed period of time. For most pneumatictires mounted to the wheel rim, the turning radius of such wheel isshortened in landing portion under a loaded pressure, however, theturning radius of remaining wheel portion are not shortened, instead,would been prolonged due to the increased pressure. As a result, therotational wheel will have to overcome resistance force thus causingsignificant energy loss.

3. The wheel assembly is made of inferior materials, such as theair-tightness of the inner tube of the tire is not satisfied in mostcases.

4. The structure of such wheel is not well designed, for example, theinner cavity and curvature of outer cover of the tire are not desired toprevent the turning radius of the wheel from being varied from time totime. And two side wall of outer cover of the tires are too high causingunnecessary raw material wasting.

5. Expensive costs: the landing circumferential surface of the tireouter cover is worn off easily, while two side walls of the outer coverare still of good shape, so the disposal of such tire is not an economicway.

6. Inconvenience: the tire inner tube should be refilled from time totime.

There are a plurality of drawbacks existed in prior art of transmissionsystem, that is to say, the transmission system of vehicle wheels arenot in an efficient way. Commonly, the driving force is applied on thecenter of the circle of a wheel, i.e. on the axial shaft of the wheel.However, the resistance is occurred from the circumferential edge of thewheel, i.e. the landing portion of the wheel. According to thewheel-axis mechanism and movable pulley mechanism, the conventionaltransmission designed is not appropriate. Needless to say, theconventional method is not efficient.

What is more, other conventional wheel transmission method, suchrotational fans, propellers of vessels and airplanes, and blade wheel ofthe fluid pump are subject to this inherent inefficiency. To overcomesuch wheel transmission inefficiency, some attempt had been developed toa new motorcycle, wherein the dynamic force is applied on the peripheraledge of the front wheel. However, the dynamic force is not transmittedin an accurate manner thus consuming considerable energy and causingenergy waste. In a long run, the friction between the tire andmechanical parts will reduce the life span of vehicle, and such designis not suitable for withstanding harsh conditions, such as not suitablefor being mixed with water and mud. In addition, if the tire is lessstuffed, the tire will be softened, the shortened turning radius willcause the transmission effect deteriorated.

In the traditional locomotives, the dynamic force is transferred by theconnection rod which is coupled to the spokes of wheel, for driving thewheel into rotation. Since the locomotives had been collected in themuseum, such transmission method had been abandoned. Those wheel chairsfor those disabled people, an actuating wheel having proximate diameterwith the driving wheel are provided at opposite side of the vehicle bodyfor facilitating the vehicle operation. However, there are no suchwheels applied in the motored vehicles. For those transmission utilizingelectrical means, there existed some problems to be solved, such as highenergy consumption, poor endurance.

The present invention refers to the energy supplying means, moreparticularly, relates to a method and apparatus for supplying energy toan electrical vehicle.

As its name implies, energy supplying refers to obtaining energy orpower, including electricity, hydrogen, fuel gas, fuel oil, compressedair, etc. As a result, the charging and fueling process belong to energysupplying system. The public transportation and mobile communication aredependent on such energy supplying system to obtain necessary fuel, gas,electrical energy. However, conventional energy supplying systemcomprises a plurality of drawbacks; first of all, the recharging and therefueling process are not safe. Second, the charging process is timeconsuming. Third, the cruising continuality of vehicles is limited, forexample, the electrical vehicle can cruise no more than 100 miles afterfully charged. Fourth, the dynamic force is not sufficient. After acontinuous operation, the electrical energy stored within the electricalvehicle will be weakened thus limiting the speed of such vehicle. Fifth,the energy sources are not universally applicable in differentapplications. Sixth, the conventional storage battery comprises aplurality separate battery units which are not convenient and userfriendly.

SUMMARY OF THE PRESENT INVENTION

Accordingly, in order to overcome above mentioned drawbacks, the presentinvention provides a wheel assembly.

1. a primary object of the present invention is to alter the stuffingmaterials of a wheel. According to the present invention, the stuffingmaterials are selected from a group consisting of fluid, solid, cream,semifluid, soft, or composition or compound of the above mentionedmaterials, or otherwise, mixture of above mentioned materials withwater, or hydrated substances with above materials. Alternatively, thestuffing materials are made of oil or oil compounds. It is noted thatthe stuffing materials could be filled by compressed pressure until thestuffing materials occupy at least one third of the wheel volume, orfully filled in the internal cavity with the wheel, to achieve thedesirable pressure.

The cream formed stuffing materials could be injected into the tireduring the tire assembly process. Afterwards, the stuffing materialswill be squeezed and pressurized by clamping board so as to bear a load.Therefore, such kind of tire could be formed as a solidly stuffed body,as well as the foamed inter tube of such kind of tire, so there is nogas inlet existed on the tire. Furthermore, the solid stuffing materialcould be used as the inner support which will be specified in thepresent invention.

The solid granular articles could be aggregated and sealed within thetire as the stuffing materials. The aggregating process could beembodied as bonding of liquefied substance so as to form colloidstuffing material within the wheel. It is noted that elastic solidsubstance could be used stuffing materials as well, such as foam, foamedmaterials, foamed rubber, and soft materials. The foamed stuffingmaterials are utilized as inner tube of conventional tire, and could beintegrated with the outer cover via a binding interface. The stuffingmaterials, for instance, the liquid stuffing materials could comprisesvarious additives, such as leak-proof fluid, tire-repairing fluid.

Generally, tires of different purposes have different stuffingmaterials. The stuffing materials according to the present inventionhave a number of apparent advantages, first of all, the water-tightnessproperty of rubber and plastic are much better than the air-tightness.And the cumbersome and laborious air-refilling process could beeliminated, at the same time, the turning radius of the landing portionare kept unchangeable, so that the turning resistance will be reduced aswell.

Second, such stuffing materials are preventative to tire blowout.

Third, even the tire was blowout, such fluid, cream and solid stuffingmaterials would not be exploded out like air nor cause a flat tire aswell as a serious consequence. In addition, even a tire blowout accidenthappened, the car equipped with such wheel would still run in a normalshape.

Fourth, since the fluid and solid stuffing materials could bearing arelative stronger loading force, the volume of such tire could becorrespondingly reduced, so that the weight of the wheel is lighter.

2. Another object of the present invention is to provide a deeper steelring and a shallow tire. In the prior art, the volumetric space of asteel-tired wheel are proportionally occupied by the rubber tire, whilethe steel ring (basin) only occupies a less volume, which generally,being less than one third of the whole volume of the wheel. The outertire is mounted to steel ring by a chafer. Therefore, the volumetricspace beyond the chafer could not be supported by the steel ring.

Here, the wheel volume refers to the inner volumetric space, i.e. theinside space formed between the steel support and the covered tire,wherein the stuffing materials could be filled in such volumetric spacefor maintain the volume of such wheel and provide the outer cover acertain rigidity. It is well known there are three sides of a typicaltire, namely, two sidewalls and a landing circumferential surface. Ahigher sidewall will pose several drawbacks, first of all, the tire issusceptible to deformation, the turning radius of landing portion of thetire will be shortened thus causing considerable turning resistance.Second, if the tire is blowout, the tire is flatted immediately; therelatively changed height of such tires is apt to cause undesirableaccidents. Finally, the higher side surfaces will consume larger amountof rubber and impose the manufacturing difficulties.

According to the present invention, a deeper steel ring is introducedfor encasing two sidewall of the outer cover so as to create an innercavity of such tire, i.e. volumetric space of the tire. Only a smallfraction or no volumetric space of the wheel is not supported by thesteel ring. The steel ring could be embodied as a pair of clampingboards sandwiching a tire. It is noted that two clamping board could beunevenly sized, and could be welded together, or affixed by fasteningmeans, such as screws-bolts, closing collars and clipping rings. Thevolumetric space defined by such clamping board occupies at least halfof the total volumetric space. During the assembly process, the innertube and outer cover of the tire are disposed between the clampingboards, and mounted to the steel ring. The inside cavity will exceed atleast half the volumetric space of the steel-tire wheel. Or otherwise,the inner cavity defined by the outer cover is less than half of thetotal volumetric space of the wheel. Or otherwise, there is no innercavity defined by the outer cover, so that the outer cover is defined asa flat tire. Or otherwise, the circumferential edge of the steel ring islower than the outer cover, with a range from 0.5 cm to 5 cm. that is tosay, the diameter of the steel ring is shorter than that of the outercover from 1 cm to 10 cm. as a result, the assembly and disassemblyprocess could be simplified in comparison with prior art.

Furthermore, the deeper steel ring could provide the followingadvantages, such as, the outer cover are no more subject to easydeformation, and the radius of landing portion of such wheel are notshortened, at least, less shorted compared with the prior art so thatthe security of the rotational wheel could be ensured. On the otherhand, since the two sidewalls of the outer cover of a tire are encasedby the steel ring, i.e. at least half height of the outer cover issupported by the clamping board. As a result, the distance between thesteel ring and the ground are within a range from 0.5 cm to 5 cm, sothat the radius of such wheel would not shorten significantly during atire blowout accident. Finally, since the size of the steel ring isrelative enlarged, so that the manufacturing process could be simplifiedand the costs could be much cheaper.

Another object of the present invention is to provide a flat outer coverof a tire, wherein the cross section of the inner cavity of the outercover is squared, or the flat underside of the outer cover istransversely flatted, or upwardly curved. The inner tube and the outercover of the tire are correspondingly matched in shape. Under a loadingpressure, the outer surface of the wheel is transversely flatted. Theouter cover could be embodied as flat shape, so two sidewalls of theouter cover are eliminated. The circumferential surface is flatly shapedhaving a pair of parallel inside and outside edges, so that the turningradius of such wheel are maintain unchanged during a rotational motion.

Another object of the present invention is to provide a blowout-proofdevice. An inner support structure is provided for replacing the steelring to protect the wheel from a blowout. The inner support refers to areinforcing member disposed within the wheel, adapted to succeed thestuffing materials to bear the full loading after a blowout. It is notedthat the inner support could be disposed within the inner tube or outercover. If the inner support is disposed within the outer cover, theinner tube could be eliminated. In case the inner tube is disposedwithin an inner tube, the inner structure should be placed before themolding or assembling process of such inner tube. Or otherwise, foamingtechniques could be applied in the molded wheel. For instance,polyurethane foaming techniques could be used for preparing such innersupport. Or otherwise, the clamping boards are provided for supportingsuch wheel, such clamping board has a height being at least half theheight of the sidewall of the outer cover. There is a distance betweenthe ground and the clamping board edge, ranging between 0.5 and 5 cm, soas to protect the wheel from a blowout accident.

It is worth to mention that the clamping board could be embodied asround shape, meshed board, T-shaped, bag shape, spherical shape, ringshaped. The inner support could be transversely disposed along thewheel, or longitudinally disposed along the axis of the wheel, orrandomly disposed within the wheel. There could be one or more innersupports disposed within the wheel for associating with the stuffingmaterials to bear a load. The inner support could be made of metal,plastic, foam material, rubber, soft substance, or any compound thereof.The volume of the inner support should be less than the volume of theinner cavity. After the inner support is disposed, a quantity of fluidshould be filled into the wheel to pack the remaining volumetric spaceso as to achieve the desirable compressed pressure.

Another object of the present invention is to provide a membrane innertube or a plastic tire. The inner tube comprises a tube body being madeof at least 50% membrane materials, wherein the membrane materialsinclude plastic film, rubber film, synthetic film, having a thicknessless than or equal to 1 mm. The volume of the tube body, under a normalcircumstance, is no less than the volumetric space of the inner cavityof such wheel. The circumference of tube body cross section is largerthan the circumference of the cross section of the inner cavity. Orotherwise, the tube body is overlappedly coated, or bond with the innerwall of the outer cover of the tire. Or the tube body is barrel shaped,having one opening end and a closing end, wherein the air valve isdisposed orienting towards the opening end. Or the tube body is embodiedas a tube shape, with two ends being closed, wherein the air valve isdisposed between two ends. Or finally otherwise, there is a penetratingslot connected with the air valve to tube body.

The inner tube could be prepared by pressure molding, wherein one ormore flat plastic membranes are interconnected with each other.Alternatively, the inner tube could be prepared by spirally couplingplastic membrane strap. On the other hand, an elongate plastic film tubecould be prepared first, with a marker at a predetermined interval.After such elongate plastic film is segmented into a plurality ofpieces, different pieces could be connected by gluing means, orthermo-connecting means.

For example, the air valve is disposed on the steel ring, and notconnected to the inner tube. Such as, the air inlet is disposed on thesteel ring; an air valve is coupled to the air inlet. It is noted thatrubber tube of the conventional air valve of the art is replaced by thefilm tube. The film tube could be flattened by the pressure from innertube so as to shut off the air valve. Here, the film tube could be madeof plastic film, rubber film, and synthetic film. The film tube could beprepared as a multilayer texture. It is noted that air valve should be astraight hole for facilitating the filling process of fluid orsemi-fluid substance.

Alternatively, the plastic film and synthetic film could be overlappedlycoated to the inner wall of the outer cover to form a film coating. Thevolume of such inner tube under a normal circumstance is larger or atleast equal to the volume of the wheel. That is to say, the area surfaceof the inner tube is larger or equal to the area surface of the innercavity of the wheel. A portion of the film inner tube could beoverlapped within the wheel. Here, the normal pressure refers to theatmospheric pressure, i.e. the inside pressure and outside pressure ofthe tire is the same. During the filling process, the inner tube is freeof pressure, the tension force are absorbed by the outer cover and isfurther limited with the volumetric space within the outer cover. Theinner tube is not susceptible to blowout accidents. Furthermore, theair-tightness will not be affected by the tension force. The stuffingmaterial is free of leakage, so there is not necessary to keep an airvalve. Once the inner tube is stuffed, the life span will be enormouslyprolonged.

The outer cover could be made of plastics, or made of compound ofplastic and rubber, or made of synthetic materials. If the outer coveris made of plastic, a rubber surface could be bond with the plasticouter cover. The steel ring is made of plastic of high rigidity, or madeof compound materials combing plastic and metal. The plastic steel ringcould be utilized as any vehicles required for light weight and cheapercosts.

Since the plastic outer cover comprises a rubber surface coat, as thetire wearing a shoe, so the exchanging process of the rubber surface isconvenient. Furthermore, the outer cover and the surface coat could bebond together or removably attached, and fastened by the tension force.Or otherwise, the outer cover and the surface coat could be detachablyengaged, so that the surface coat could be prepared by transparent,colored, opaque materials.

Another object of the present invention is to provide a tension bandbetween the inner tube and outer cover. Within the art, the tension isbear exclusively by the outer cover of the tire, so that the outer coveris embodied to have a strong tension-resistant function. As a result,the cost of such outer cover is expensive, and the property of the wheelis affected by such outer cover, and the wheel is inevitably bulky.According to the present invention, a tension band is disposed betweenthe inner tube and the outer cover for partially or entirely bearing thetension and bearing the pressure of the stuffing materials. The tensionapplied to the outer cover could be lessened, so that the lifespan ofthe outer cover could be prolonged. The tension band could be made ofplastic, rubber, metal and any compound thereof. Furthermore, thetension band could be formed as gluing materials, metal meshed strip,fabric strip. It is noted that the tension band has a softsuper-surface. The outer cover of the rubber tire could be adhered tothe tension band, or otherwise, overlapped with the tension band by theinside tension.

Another object of the present invention is to provide a fluid injectionapparatus for a steel-tired wheel, the fluid injection apparatuscomprises an air pump (water pump), an injector, and a mud pump, whichemploys the mechanism well applied within the art.

Accordingly, the stuffing materials could be changed from time to timeso that the load-bearing property of such steel-tired wheel could beimproved, the volume of the tire is reduced and weight is lightened. Thesecurity could be guaranteed.

Another object of the present invention is to provide an efficienttransmission method and apparatus to be used in trains, motoredvehicles, motorcycles, bicycles, and for driving blades of fans,propellers, water pump, and air pump, as well as for drivingentertaining wheels or wheeled toys.

The present invention provides a transmission method and apparatus fordriving electrical vehicles, magnetized vehicles, air-driven vehicles,wherein the dynamic force provided by the engine is finally applied onperipheral edge of the wheel. The peripheral portion refers to a portionexceeding one third of the wheel diameter, and poisoned above theelevation of the center of the circle, or applied to the space beyondthe circumferential edge of the wheel. Or otherwise, the stressmechanism or stress structure is positioned to railed wheel havingperipheral portion. Or otherwise, a bearing gear is attached on thewheel axis, wherein the diameter of the bearing gear is at least no lessthan one third of the wheel diameter. Or otherwise, there is a drivegear defined on the axis of the wheel, and an inside-engaging ring isdisposed on the steel ring, wherein the drive gear is adapted to drivethe inside-engaging ring via an intermediate gear. Or otherwise, axis ofthe motor is further coupled with a drive gear which is directlyengaging with the peripheral portion of the wheel. Or otherwise, thecenter axis of the drive gear is positioned beyond the wheel.

The rim transmission, as its name implies, refers the transmission meanspositioned on the peripheral portion of the wheel. For instance, thewheel of train comprise an enlarged wheel rim on which the transmissionmeans is provided for driving the wheel rim as well as the main wheelinto rotation. The rim transmission is well recognized as a kind ofgear-transmission, pulley transmission, friction transmission,bar-linkage transmission, chain-linkage transmission, and combinedtransmission thereof. Within the art, the rim transmission is used forcommuting bus, wherein the inside engaging ring is disposed along theinner wall of the steel ring of the wheel, one end of the transmissionshaft is connected with a drive gear having a relatively smallerdiameter for outputting a dynamic force. It is worth to mention that thediameter of the drive gear is larger than the diameter of thetransmission shaft and of certain rigidity. One or more intermediategear could be disposed between the drive gear and the inside engagingring, and such intermediate gear could be positioned above the drivegear or parallel with the center axis of the drive gear to form aninside gear arrangement. The drive gear is capable of driving theintermediate gear, which in turn will drive the main wheel into rotationvia the inside engaging ring.

While an electrical vehicle is moving, one electrical motor is capableof driving one or more wheel into motion, wherein the drive gear iscoaxially coupled to a drive shaft of the motor to be driven so as todrive the wheel rim into rotation. Or otherwise, the main drive gear ofthe motor is extended into the steel ring, in which the inside engagingring is defined, so that the drive gear is capable directly driving thesteel ring into rotation. Or otherwise, the motor could be installed thevehicle body positioned adjacent to the wheels, or directly mounted tothe drive axis. Accordingly, for most diesel engines, the transmissionshaft could be shift from the center axis to the peripheral portion of awheel.

In case of the transmission means is disposed on the peripheral portionof a train wheel, the stress or bearing portion will be positionedbeyond the circumferential surface of the wheel, so the driving powercould be significantly reduced. For those fans, propellers, a bearinggear could be coaxially disposed on the blade wheels to enable the rimtransmission design.

Another object of the present invention is to provide a transmissionmethod and apparatus, wherein the wheel comprises a bull wheel (largewheel) and a pony wheel (small wheel), the bull wheel is directlygrounding formed, and the pony wheel is adapted for moving the vehiclebody. It is noted that the pony wheel could be replaced by a trolley ora sliding block; alternatively, the bull wheel is functioned as a rotorof the wheel motor; or otherwise, the trolley or the sliding block, orthe pony wheel is functioned as a stator of the wheel motor. Orotherwise, the wheel motor comprises a magnetized region; or otherwise,the wheel motor is adapted for driving the wheel rim; or otherwise, avehicle, including electrical vehicle, wherein the motor for driving thevehicle is wheel motor or high speed motor, or varying-speed motor; orthe electrical vehicle comprises an electricity quantity conversiondevice or an electrical shaft device.

It is noted that power efficiency of the rim transmission is limited bythe predetermined length of the drive arm. The bull wheel, namelyoutside wheel or landing wheel, has a relative larger diameter incomparison with the pony wheel, and an inside cavity. The bull wheel ispositioned outside the pony wheel so as to fully cover the pony wheeland bearing any dynamic force transferred from the pony wheel. The bullwheel is equipped with an outer cover. The bull wheel is moveablyconnected to the vehicle, that is to say the bull wheel is capable ofmove with respect to the vehicle body within a predetermined range. Thebull wheel could transmit the power, and simultaneously be movablewithout derailing The front-back movement of the bull wheel refers tothe center axis of the bull wheel is shifting with respect to thevehicle body, while keep a stable elevation with respect to the groundduring the rotational motion. Such front-back movement could be embodiedby prolonging the round hole to form a slotted hole defined on thecenter axis of the wheel. There is several spacing method for limitingthe bull wheel, one of such method is axis spacing, wherein a fixedshaft is provided to the bull wheel, and a slotted hole is defined onthe vehicle body, so that the shaft is movable within the slotted holefor coupling the vehicle body.

Alternatively, a shaft is affixed to the vehicle body, the shaft ispenetrating the center hole of the bull wheel and a slotted hole isdefined on the bull wheel so that the shaft is restrictedly moveablewithin the slotted hole. Secondly, the peripheral spacing could beapplied wherein the peripheral spacing device are provided to thevehicle body. Thirdly, the pony wheel spacing method introduces thespacing device on the pony wheel. For example, the pony wheel could beembedded into the grooves or ribs of the bull wheel to be affixed. Thebull wheel and the pony wheel could be commonly located, wherein a pairof bull wheels is coaxially coupled through a pony wheel. The bull wheelshould be of certain rigidity so that the spokes and supporting frameare not subject to deformation. The spoke structure of the bull wheelcould be of plate type to strengthen the intensity and to enclose theinterior. The transmission means is applied to the lower portion of thepony wheel. The pony wheel, also called inside wheel, is not adapted tobe grounded. Here, the pony wheel refers to the small wheel beingmoveable within the bull wheel. The function of the pony wheel is tocouple with the vehicle body and to bear the transmission force from thebull wheel, and finally driving the vehicle body moving along with thebull wheel. It is note that the pony wheel could be replaced by trolleyor sliding block, wherein the trolley refers to the small sized vehicledisposed within the bull wheel and the sliding block refers to memberhaving a sliding surface with respect to the bull wheel.

It is noted that diameter of the bull wheel and pony wheel are dependentaccording in applications. And the rolling mode of pony wheel within thebull wheel is of a variety of options. The first option is steel wheelrolling motion, like metal wheel rolled on a crawler track. The secondoption is tired wheel rolling motion, wherein the pony wheel comprisestires for facilitating the rolling motion. The third option is gearwheel rolling motion, wherein the bull wheel and pony wheel form aninside gear assembly. The fourth option is track rail rolling motion,wherein the pony wheel comprises a wheel edge being movably engaged onthe rail defined on the bull wheel.

Here, the contacting surface between the pony wheel and bull wheel couldbe flat surface, or be of groove, ridge, rib, and teeth structure. Thepony wheel is rotatably mounted to the vehicle body by the conventionalcoupling means for mounting the wheels to the vehicle body.Alternatively, there is an affixed shaft defined in the pony wheel,wherein the shaft is rotatable within the vehicle body. Or otherwise,the stationary axis is positioned within the vehicle body, the ponywheel or trolley is rotatable along the stationary axis. Or otherwise,the bull wheel and the pony wheel are fixedly connected; the slidingblock replaces the pony wheel. While the gear structure is applied, thepony wheel could share the inside engaging ring of the bull wheel so asto form two inside gear assembly. The inside engaging ring employs thelinkage chain structure, wherein the linkage chain is disposed withinthe bull wheel to replace the inside engaging ring, and the pony wheelis embodied as a curved sliding block, slidably moveable within the bullwheel. The trolley comprises a plurality of trolley wheels, spacedlyallocated along the inner circumferential edge of the bull wheel. Thebull wheel is not rotating along the axis, or leveraged along the axis,but leveraged by the pony wheel, so that the center axial shaft is frontand back movable with respect to the vehicle body for ensuring thetransmission requirement.

Compared with the traditional techniques, the transmission apparatus andmethod according to the present invention is energy efficient, powersavable. As a result, the combustion engine or electrical engine couldutilize less powered and less consumption motor to achieve desirableworking output. The present invention welcomed for solving the energycrisis all around the world. Furthermore, the variety of transmissionmeans mentioned in the present invention could be widely used in allapplications, for example, for a common bus, only the change of thewheel will enable such rim transmission into embodiment.

Furthermore, the transmission efficiency of the bull wheel is impressivefor solving the long time difficulty of lower efficiency of theelectrical vehicles. The leveraged dynamic power further facilitates themaneuverability of such vehicles. In an inclined slope, the bull wheelwill provide a relative energized power to overcome the steep slop andprolonged slope, and well control the advancing velocity of the vehicle.As a result, the brake function of conventional vehicle will be off theburden.

Accordingly, a primary object of the present invention is to provide aconvenient and efficient energy supplying method and devices forembodying such energy supplying method. The present invention providesan energy conversion method so as to replace the conventional energycharging method. More specifically, the present invention provides amethod for an energy-consuming body to obtain dynamic force energy,wherein the energy-consuming body refers to a main body supplied byenergy to be performed, and the energy includes electrical power, fuelgas, fuel oil. Here, the electrical power includes energy from storagebattery, dry battery, fuel cell battery, the fuel gas refers tocombustible gas, and the fuel oil refers to combustible gas. So, themethod provides an energy-consuming body comprises a universally sizedenergy container, and a plurality of energy exchanging stations providedalong a route on which the energy-consuming body traveling, wherein eachof the energy exchanging station reserves a plurality of fully chargedenergy container, so that when the energy-consuming body is docked in,the depleted energy container could be replaced by the fully chargedenergy container, and unloaded depleted energy container will berecharged at the energy exchanging station.

Accordingly, the charged energy container refers to the container havingsufficient energy; the depleted energy container refers to the containerhaving insufficient energy. The container refers to means for containingor controlling energy. The energy container comprises storage battery,dry battery, gas storage container, oxygen storage container or anypower source for supplying electrical energy. In the present invention,the energy-consumption body equals to energy-obtaining body. As aresult, the empty gas tank, depleted storage battery could be referredto depleted energy container.

Accordingly, the present invention provides a method for a vehicle or avessel to obtain dynamic force energy, wherein the dynamic force energyrefers to electrical power source for driving the vehicle and vesselinto operation, comprising storage battery, dry battery, fuel cellbattery, wherein the vehicle and vessel are provided with universallysized electrical power source, and a plurality of electricity chargingstation provided at a predetermined locations, each of the station hassufficient such electrical power source, so that when the vehicle andvessel are power shorted, the user could dock the vehicle and vesselinto nearby electrical charging stations to replace the depleted powersource with replenished power source. On the other hand, the depletedpower source could be recharged at the electrical charging station.

According to the present invention, the energy power sources areexchanged at a plurality of energy exchanging stations, so that thedepleted or shorted power source could be replenished. Or otherwise, theenergy power source could be exchanged by power exchanging vehicles, amovable power exchanging station. Here, the power exchanging vehiclerefers to a kind of vehicle for installing and delivering energy powersource to energy-consuming vehicle. Here, the electrical power sourcerefers to the electricity supplying means, such as storage battery.

Accordingly, such energy exchanging method could be analog to the methodto exchange an empty fuel gas container with a full gas container at agas station. Another approach is to exchange the vehicle. For example,if an electrical vehicle is energy shorted, the driver could drive suchvehicle to a nearby energy exchanging station to change a new vehicle,instead of a fully charged energy power source.

Therefore, the conventional gas tank, fuel gas container of commonvehicles could be prepared with a universal size and shape. In case of acar is short of gas, the driver could find a nearby energy exchangingstation to exchange a new gas tank, rather than refill the gas tank.Preferably, such method is effective to reenergize vehicle driven by thecompressed-gas. Generally, such kind of compressed-gas driven vehiclerequires a long period of time to be refilled. Due to the energyexchanging method, the vehicle could be reenergized immediately at theenergy exchanging station.

Another object of the present invention is to provide a replaceablebattery, which is universally sized and shaped, being complied withstandard so as to be used as a ready energy source in routineapplications. The replaceable battery comprises an attaching coupler fordetachably mouting to an energy-consuming body, an electrical couplerwhich is electrically connected with the energy-consuming body so as tooutputting energy to the energy-consuming body, and a wheel assemblyprovided to the battery for facilitating the movement of the battery,and a casing for preventing the battery from being damaged.

Generally, the battery comprises two or more battery units combinedtogether, or otherwise, comprises only one bulky battery unit. Inaddition, the battery of the present invention is a kind of replaceablebattery disposed to a vehicle body. Unlike traditional vehicle batteryhaving recharging device provided thereon, the replaceable battery isadapted to be detachably mounted to the vehicle body. Whenever thebattery is energy shorted, the user could find a nearby energy stationto remove such depleted battery and exchange a full charged battery.

The replaceable battery is of universal standard, i.e. all replaceablebattery are universally sized, shaped and structured. The attachingarrangement is embodied as an instant attach/detach arrangement, whichemploys the weight or springing force for efficiently and timelypositioning the battery to the vehicle body. It is noted that there areseveral coupling structure available for mounting the battery to thevehicle body, such as the battery is embodied as a drawer to be insertedinto a receiving cavity defined on the vehicle body, or otherwise, thebattery is detachably hanged to an engaging loop provided to the vehiclebody, and so on.

Furthermore, the replaceable battery comprises a plurality of batteryunits, and an outer casing for fastening the battery units to form asingle battery stack. The replace battery could be sealed off so as toblock any impurity, water, dust and electricity leakage. Accordingly,the corresponding coupling structure and receiving space are provided atthe vehicle body for efficiently and accurately receiving and affixingthe replaceable battery.

It is noted that electricity outputting means of such replaceablebattery are of universal standard too. That is to say, the electricityoutputting plug of the battery, the plug socket received in the vehiclebody, the plug/socket coupling rigidity and coupling manner should bestandardized. What is more, the electricity outputting means of thebattery should be coupled with a secure and reliable manner, so as towithstand an extensive and turbulent shaking.

It is well known that the energy obtaining method for electricity powersource is recharging process. According to the present invention, thebattery is recharged too. However, the recharging time, process, andlocation is different. According to the present invention, therecharging process could be arranged in a collective manner, astandardized manner with an industrial manufacturing scale. Forinstance, the recharging process could be arranged at a time avoidingthe energy consumption peak time so as to improve the charging quality,optimally utilize the electricity energy.

Another object of the present invention is to provide vehicle, vessel,and airplane equipped with such replaceable power source, wherein thepower source storage chamber are correspondingly sized, shaped, andstructured to receive such replaceable power source. And the vehicles,vessels could be provided more than one power source supply units, sothat when one of such power source supply unit is energy shorted, thereserving power source supply units could be activated to ensure asubstantial power supply.

Another object of the present invention is to provide a method forsupplying energy to rechargeable dry battery, wherein the depleted drybattery are collectively charged at a predetermined location, such as anenergy exchanging station. As a result, the power charging process couldbe arranged at a power consumption valley time.

Another object of the present invention is to provide power drivenbicycle, comprising a power source unit, wherein the power source unitcould be a built-in power source, or a replaceable power source.

Accordingly, the present invention solves the conventional drawbacks ofthe energy charging process. The energy charging process is efficientlyaccomplished at the energy exchanging stations. Since the energyexchanging process is so prompted, the cruising continuality of theenergy consuming body, such as a vehicle, could be significantlyimproved. Furthermore, the energy exchanging stations could bedispersedly allocated, so that energy exchanging body could be energizedfrom time to time.

What is more, a lot of conventional energy consuming objects, such asmobile phones, electrical means, home electrical appliances, could becharged according to this method. The conventional charging deviceinstalled into the energy consuming body could be eliminated.Furthermore, the present invention provides an intermediate approach tosolve the electricity of the combustive engine. And such chargingprocess could be arranged at a power consumption valley time.

The present invention introduces a method for conserving the powernetwork, electrical energy storage and conversion. It is well knownthere are energy consumption peak time and valley time. However, theenergy supplying and conserving system are not arranged in such anenergy consumption valley time.

Another object of the present invention is to provide a method forsupplying and conserving valley time electricity energy to a storagebattery, when the electricity demand is less than the electricitysupply, the storage battery will be charged, on the other hand, if theelectricity is more than the electricity supply, the storage batterywill instead charge the power network. The reciprocal transferringprocess could be automatic, or be manually operated. It is noted thatthe storage battery is of giant size having a plurality of dry batteryunit.

Another object of the present invention is to provide a power networkenergy conserving system, comprising a power network, a storage batteryelectrically connected with the power network, and an electricallycharging device disposed between the power network and the storagebattery, wherein during an electricity consumption peak, the storagebattery is charged by the power network through the charging device, andduring an electricity consumption valley, the storage battery is capableof supplying electricity energy to the power network.

Accordingly, the present invention broadens the application fields ofthe storage battery. The transportation means, mechanic equipment,illumination means, electrical appliances, could be charged by thestorage battery.

Meanwhile, the power network could be disposed nearby the applicationlocations for supplying electrical energy to storage battery, during apower consumption valley time, the storage batter could be automaticallycharged. For example, the punch machine could be provided with suchstorage battery, during a power consumption valley time, the storagebattery is automatically charged so as to drive the punch machine intoperformance later. In addition, the vehicle could be supplied by thestorage battery, which is replaceable at energy exchanging station.

These and other objectives, features, and advantages of the presentinvention will become apparent from the following detailed description,the accompanying drawings, and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is schematic view of the tire stuffed with fluid materialsaccording to the present invention.

FIG. 2 is schematic view of the tire stuffed with fluid materialsaccording to the present invention.

FIG. 3 is schematic view of the wheel associated with the clampingboards according to the present invention.

FIG. 4 illustrates the T-shaped inner support structure according to thepresent invention.

FIG. 5 illustrates the T-shaped inner support structure according to thepresent invention.

FIG. 6 illustrates the T-shaped inner support structure according to thepresent invention.

FIG. 7 is a sectional view of the fluid-stuffed tire according to thepresent invention.

FIG. 8 is a partial sectional view showing the plastic outer coveraccording to the present invention.

FIG. 9 is a sectional view showing the cross section of the tire havingan inner support according to the present invention.

FIG. 10 is a sectional view showing the cross section of the tire havingan inner support according to the present invention.

FIG. 11 is a sectional view showing the cross section of the foamedinner tube.

FIG. 12 is sectional view showing the concave outer cover according tothe present invention.

FIG. 13 is a sectional view showing tire wherein no air inlet isassociated.

FIG. 14 is a schematic view showing plastic membrane inner tube andinner support.

FIG. 15 is a schematic view showing membrane inner tube.

FIG. 16 is a schematic view showing membrane inner tube.

FIG. 17 is a schematic view showing membrane inner tube.

FIG. 18 is a schematic view showing membrane inner tube.

FIG. 19-FIG. 24 illustrate three kinds of clamping board structure.

FIG. 25-FIG. 26 illustrate the structure of tension band.

FIG. 27-FIG. 28 illustrate the plastic membrane inner tube.

FIG. 29 is a schematic view illustrating an elongate inner tube.

FIG. 30-FIG. 31 are schematic views illustrating membrane inner tube.

FIG. 32-FIG. 33 are schematic views illustrating the air valves of thetire.

FIG. 34 is a schematic view illustrating the inner support.

FIG. 35-FIG. 41 are schematic views illustrating the wheel rimtransmission structure.

FIG. 42-FIG. 43 are schematic views illustrating the wheel rim/wheelaxis transmission structure.

FIG. 44-FIG. 48 are schematic views illustrating three kinds of teethengaging plates.

FIG. 49-FIG. 50 are schematic views illustrating rim transmissionstructure for railed vehicle.

FIG. 51-FIG. 52 are schematic views illustrating wheel rim transmissionstructure of the blade fan.

FIG. 53-FIG. 59 are schematic views illustrating the wheel rimtransmission structure of the bicycle.

FIG. 60 illustrates the wheel rim transmission structure ofentertainment wheel.

FIG. 61 illustrates the wheel rim transmission area.

FIG. 62-FIG. 63 illustrate two types of bull wheel transmissionstructure.

FIG. 64 illustrates the bull wheel transmission structure wherein thebull wheel and the pony wheel are coaxially coupled.

FIG. 65-FIG. 66 illustrate engaging ring are defined on two sides of thebull wheel.

FIG. 67-FIG. 68 are schematic views showing the transmission structureprovided to the upper portion of the bull wheel.

FIG. 69 illustrates a structure of a wheel motor.

FIG. 70-FIG. 71 illustrate the bull wheel vehicle.

FIG. 72 is a schematic view showing an energy supplying vehicle as wellas a coupling means.

FIG. 73-FIG. 75 illustrate coupling structure between energy consumingvehicle and power source.

FIG. 76-FIG. 79 illustrate two types of coupling structure.

FIG. 80-FIG. 81 illustrate the power source assembly.

FIG. 82-FIG. 83 illustrate two types of plug/socket arrangement forcoupling the power source to the energy consuming vehicle.

FIG. 84 is a schematic view showing a cased truck having power sourcereceiving cavity defined thereon.

FIG. 85-FIG. 88 are schematic views showing the power source accordingto the present invention.

FIG. 89-FIG. 90 are schematic views illustrating the outer casingstructure of the replaceable power source according to the presentinvention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIG. 1 and FIG. 2, the fluid-stuffed steel-tired wheelaccording to the preferred embodiment of the present invention isillustrated. The outer cover 1 and the steel ring 2 are detachablyengaged by conventional means within the art. A plastic membrane 3 isoverlappedly coated on the inner wall of the outer cover 1 so as toreplace the conventional inner tube of a tire. It is noted that there isan engaging interface defined between the plastic membrane 3 and theinner wall of the outer cover 1. The landing portion 4 of the outercover 1 is longitudinally flatted biasing the ground. Here, the landingportion refers to the circumferential surface of the outer cover 1 beingcontacted with the ground, so that a rotational motion of such wheelwill enable turning part of the outer cover to land on the ground. Thetire tread 5 is defined on the circumferential surface of outer cover 1.The steel ring 2 is coupled to the wheel rotational axial shaft througha steel basin 6 as shown in FIG. 1. It is noted that the steel ring 2and the steel basin 6 could be integrally formed for facilitating themanufacturing process.

The two sidewall of the outer cover 1 are relative shortly defined, sothat only a smaller volumetric space are formed between two sidewalls ofsuch outer cover 1. Preferably, the volumetric space formed between twosidewalls of the outer cover 1 occupy no more than one fifth ofvolumetric space of inner cavity of the wheel. Furthermore, the outercover 1 could be defined as a flat shaped element, therefore novolumetric space could be formed at all by the outer cover 2.

Contrarily, the steel ring 2 defines a relatively larger volumetricspace within the wheel, preferably, more than half of the wholevolumetric space of the inner cavity. As a result, the circumferentialedge of the steel ring 2 could be extending close to the ground in arange lower than 5 cm. In case of a blowout accidents happened, thecircumferential edge of the steel ring could land easily without causingany uneven wheels so that the security could be ensured.

FIG. 2 is the B-B sectional view of FIG. 1, the fluid 7 is filled intothe inner cavity within the wheel. Here, the fluid 7 is selected from agroup consisting of semi-fluid, mud, oily-fluid, jelly-fluid, cream,gluing substance, soft substance, and so on. The soft substance could berubber and be integrally formed with outer cover 1. The wheel accordingto the present invention could be employed in any transporting means,such as vehicles and airplanes. Some bulky and light weight solidsubstance, i.e. solid substance with less specific gravity, could bemixed into the fluid 7.

If the landing portion 4 is concavely curved up, the turning radius onthe landing portion of the wheel, i.e. the height of h, should becorrespondingly shortened. However, the radius of other portion of thewheel are not shortened; instead, a front portion should be prolonged.As a result, the rotational resistance will be increased. If the landingradius of the wheel are maintained unchangeable, other portionpositioned adjacent to the landing portion are well above the ground,which is apt to be gravitating towards the ground, so as to facilitatethe rolling motion of such wheel.

For the conventional air-filling steel-tired wheel, the landing portionis inevitably flatted, and the turning radius will be significantlyshortened. According to the present invention, the landing portion willbe laterally straightened, so that the turning resistance is reduced. Itis noted that as the number of wheel increased, the loading pressure oneach of the wheel will be lessened, so that the landing radius will bemaintained at a stable level. The present invention just utilizes thismechanism.

The plastic membrane 3 could be changed to plastic membrane inner tubewhich is shaped and sized matching with the inner cavity defined by theouter cover 1. The thickness of the plastic membrane is no more than 1mm. It is noted that volume of the inner tube under normal circumstanceis larger than the volume of the inner cavity of the wheel, so thattension force from the stuffing materials will not cause the inner tubeinto deformation as well as damage. What is more, the stuffing materialsare not protruded outside, so the permeability will well maintained.

As shown in FIG. 3, a pair of clamping boards 8 is fastened to two sidesof wheel by the screw-bolt means. Here the clamping board 8 isfunctioned to replace conventional steel ring to form a cavity toprotect the outer cover, thereby reducing the longitudinal deformationof the landing portion, to ensure the turning radius maintainedunchangeable. In case of a blowout accident happened, the clamping boardcould engage into the ground for security purposes. Alternatively, oneside of the wheel could be installed a clamping board, while anotherside of the wheel is disposed a steel ring as shown in FIG. 11. Thiskind of design is to facilitate the assembly and disassembly process formounting the tire onto steel ring. Furthermore, the clamping board 8could protect the tire from foreign forces. And the clamping board 8 andsteel ring could comprise reinforcement element and a decorating layer,or a cover. The clamping board 8 could be affixed to the tire byconventional fastening means. Commonly, the diameter of the clampingboard 8 is less than the diameter of the outer cover 1 to an extent from1 to 10 cm. Finally, the conventional tire could be equipped with suchclamping board to provide a safer performance.

As shown in FIG. 4, FIG. 5 and FIG. 6, the T-shaped inner supportcomprise at least two members, namely, a vertical supporting member 903and a lateral reinforcing member 902, wherein the vertical supportingmember 903 is clipped on the steel ring 201, and the lateral reinforcingmember 902 is disposed overlappedly along the inner circumferentialsurface of the outer cover 101. An outer ring 901 is provided forcoupling two T-shaped inner supports 9 together. In short, the T-shapedinner support 9 is adapted to protect the outer cover from being damagedafter a blowout accident. It is noted that the outer ring 901 isoverlapped coated on the outer circumferential surface of the outercover 101, and made of plastic, rubber, fabric or compound thereof. Incase of a blowout accident happened, the vertical supporting member 903will transfer the grounding force to the steel ring 201. The lateralreinforcing member 902 has a relatively larger area, so that a layer ofrubber or plastic could be coated thereon for protecting the outercover. Under a normal circumstance, there is no foreign forces appliedon the T-shaped inner support 9, and the T-shaped inner support isclipped on the steel ring and the outer ring 901 encased the T-shapedinner support and affixed onto the steel ring 201. There are connectingslot 10 defined on the vertical supporting member 10 so as to fasten twoinner support 9 onto the steel ring 201.

As shown in FIG. 7, the clamping board 8 is embodied as one side of thesteel ring 202, and the plastic membrane inner tube 301 is encased bythe steel ring 202. The cross section of the plastic membrane inner tube301 is squarely shaped, wherein the outer cover 11 and the steel ring202 are directly biasing with each other, so that the chafer designwidely available in the prior art for coupling the steel ring (basin)and tire are unnecessary and eliminated. The manufacturing process couldbe simplified and the expenses are much cheaper according to the presentinvention. It is noted that a cushion pad could be provide adjacent tothe plastic membrane inner tube for protecting the inner tube being wornoff. Such cushion pad could be made of metal, plastic, rubber andfabric. Furthermore, the cushion pad is shaped and sized matching theinner tube.

At the same time, a reinforcement arrangement could be used for thesteel ring 202, such as binding or trimming process could be employedfor protecting the steel ring edge, and a curved edge design is muchdesirable. Therefore, the bordering edge of the steel is not susceptibleto be deformed or seriously damaged.

The inner tube 301 could be further divided into two or more parts forsimplifying the assembly and maintenance. In case of a blowout accidenthappened, the inner tube could be utilized as temporary inner support.The stuffing materials for the inner tube could be selected from creamsubstance, gluing substance being pre-treated to be filled into suchsteel ring. The outer cover 11, encasing around the circumferential ofthe wheel, has certain rigidity and elasticity, and is tight contactedwith the tension layer 302.

The chafer structure according the present invention refers to theinterlocking structure coupling the outer cover and steel ring. Thetension layer 302 is disposed between the inner tube and outer cover,and together with the outer cover, for encasing the inner tube so as toretain the pressure applied by the stuffing materials of the inner tube.It is noted that the retention layer could be adhered to the outercover, so that when the outer cover is changed, the tension layer couldbe torn off from the outer cover to be reused. The tension layer 302could be prepared by the techniques of manufacturing belt. Here, theouter cover 11 is flat shaped, so there is no inner cavity defined, andthe tread is defined on the outer circumferential surface of the outercover.

As shown in FIG. 8, the plastic outer cover 12 is plied with a rubbersurface 111, which is zigzagged engaging with the plastic outer cover12. After the wheel is compressed, the tension will enable the rubbersurface securely affixed the plastic outer cover. If there is no gluingmeans are applied, upon the compress is unloaded, the rubber surface isapt to be detached from the plastic outer cover conveniently. By theway, the plastic outer cover could be replaced by a tension layer, ornot engagingly coved with such rubber surface 111. So the outer covercould be embodied as a kind of plastic or synthetic outer cover.

Referring to FIG. 9 and FIG. 10, the baggy shaped inner support 13 andthe spherical shaped inner support 14 are utilized as the inner tube.Since the convention single inner tube has been divided into a pluralityof individual units, the blowout chances would be further restricted toa lower level, since such plurality of individual units could notblowout simultaneously. And meanwhile, such individual units could beembodied as inner support for securing the overall structure of thewheel.

As their name implied, the baggy inner support 13 is pocket shaped andthe spherical inner support is sphere shaped. Such sub-inner tube couldbe disposed freely within the inner cavity, just acting a flowing mediumfor bearing load pressure and for preventing any blowout accident.

Furthermore, the inner support could be embodied as strap shaped, orsegment shaped, so that such sub-inner support could be winded up withinthe inner cavity to function as an inner tube and an inner support. Itis noted that stuffing materials filled into such sub-inner tube are assame as the stuffing materials of the present invention.

The bagged shaped inner support could be prepared by one or more,depending on different conditions. Such sub-inner tubes could belongitudinally or transversely disposed within the inner tube. The innersupport could be employed to bearing the compressure, or usedcomplementarily with other stuffing materials to achieve the bearingfunction. The tire as shown in FIG. 9 and Fig. could be filled in withfluid so as to facilitate the supporting function. The plastic outercover 12 is encased with a rubber surfacing layer 111, after the innertube is compressed, the rubber surfacing layer 111 could be engagedlyaffixed to the steel ring by its inherent elasticity. While after theinner tube is decompressed, the rubber surfacing layer is easilydetached from the plastic outer cover. On the other hand, to obtain adesirable grounding force, the rubber surfacing layer is optional toencase the plastic outer cover, while the plastic materials could bechosen from reasonable materials.

Referring to FIG. 11, the foamed inner support 15 is received in thesteel ring 203, and is coated with a rubber surfacing layer 111. Thefoamed inner support 15 is shaped and sized mating with the inner cavityof the wheel. That is to say, the inner support could be formed as roundshape having a cross section being corresponded with the inner cavity,like round shape, rectangular shape, oval shape, or irregular shape. Itis noted that the volume of the foamed inner support is less than thevolumetric space of the inner cavity, so that fluid, semi-fluid stuffingmaterials could be filled. The circumferential length of such innersupport is shorter than that of circumferential length of the crosssection of the inner cavity. One side of the steel ring 203 is suppliedby a clamping board 8 which is affixed to the steel ring by conventionalfastening means, such as screw and bolts fasteners. So that the clampingboard 8 could be attached or detached onto the steel ring 203conveniently, thus facilitating the foamed inner support 15 and theouter cover being attached on the steel ring 203. Accordingly, thefoamed inner support 15 is functioned both as an inner tube and as aninner support. Therefore, such foamed inner support 15 could be calledas foamed inner tube. The foamed inner tube and the rubber surfacinglayer could be adhesively coated, or tightly biased with each other byelasticity of rubber surfacing layer.

The interface is defined between the inner tube and the outer cover. Andthe foamed inner support could be further divided into a plurality ofsub-supports, or intermixed with fluid, semi-fluid stuffing materials tobe embodied as stuffing member to be received into the inner cavity. Itis noted only a small amount of stuffing fluid is needed for preparingthe wheel.

The present invention further provides a method for preparing such innersupport. First of all, an inner support strap is prepared, such innersupport strap is elongate shaped, or spirally shaped, or disc shaped,having a length twice the circumferential length of the inner support.Afterwards, a predetermined length of such strap is segmented to bewinded into a concaved groove defined along the inner circumference ofthe steel ring. The joint portion could be adhered, or directly preparedto form a single ring-shaped inner support. The outer cover employed byconventional vehicles has a curvature shaped cross section, which is notsuitable for maintaining a stable turning radius. Here, according to thepresent invention, the cross section of the outer cover is rectangularshaped, so that the turning radius is maintained at a stable length.

Referring to FIG. 12, the chafer for coupling the outer cover 102 andthe steel ring 204 are reversely oriented in comparison with prior art.The steel ring 204 is encased by the outer cover 102. Due to thecompressed pressure applied by the stuffing fluid and the engagementstructure of such chafer, the fluid is preventative from leaking out.Furthermore, the outer cover 102 is not apt to be loosened up orseparated from the steel ring 204. Inside the steel ring 204, there areinner tubes or inner supports provided. The outside circumferentialsurface of the outer cover 102 is inwardly curved, so that after themiddle portion of the outer cover is applied by a compressed force, themiddle portion would be further protruded outwardly compared with theedge portion of the outer cover 102. So the concaved portion willcompensate this protruding advantage of the middle portion so as toensure the turning radius of the wheel unchanged or less shortened.

Alternatively, the middle portion of the outer cover could be thickenedfor achieving such compensating effects. Conclusively, such kind ofchafer arrangement could efficiently ensure vehicles equipped with suchwheel operable under varying circumstances, and maximally increase thelanding area.

Referring to FIG. 13, a portion of the outer cover 111 is encased by thesteel ring 205, and such outer cover 111 is made inclusively of rubbersurfacing layer. The stuffing materials 16 are of powder, granular,solid materials, being formed as fluid or cream substance. Such stuffingmaterials could be filled in through the conventional air valve, or bepumped in through a water pump or a mud pump. The liner of the outercover 111 could be providing with plastic membrane 303. Or otherwise, aplastic inner tube 301 is applied.

Referring to FIG. 14, the semi-product 17 of the plastic inner tube iselongate tube shaped and disposed with a spiral manner. The inner tubecould be formed as an elongated tube made of plastic materials, andspirally formed having a length twice as the circumferential length ofthe wheel. It is noted that the cross section of such inner tube islarger than the inner circumferential length of the inner cavity. Amarker 18 is set on a predetermined length of such tube, and to besegmented according to user's mind. Two ends of such segmented tubecould be coupled in an end-to-end manner to form a wheel having an airvalve defined thereon.

Due to the inside pressure, the coupling joint is capable of couplingwith each other during applications. Accordingly, the outer cover ofsuch wheel could be prepared as well, and the foamed inner support couldbe prepared by such method as well.

Referring to FIG. 15 and FIG. 16, the plastic membrane is elongated andflattened shaped. After such elongated strap is spirally twisted, agluing process or melting process is succeeded for forming such plasticmembrane. The seaming 22 is created at the side edges after the strap istwisted. There is no air valve defined on the plastic membrane innertube, only an air inlet is provided aligning with the air valve on thesteel ring wherein the stuffing materials are filled. The transparent orcolored materials could be applied to prepare such inner tube and outercover as shown in FIG. 16.

Referring to FIG. 17 and FIG. 18, two edges the plastic membrane 20 arejointing together to form a tube-shaped body 21 having a joint seam 22.In other words, the strap shaped membrane is folded to form suchmembrane inner tube. There is no air valve defined on such inner tube,only an air inlet is provided aligning with the air valve on the steelring wherein the stuffing materials are filled.

Referring to FIG. 19, the clamping board 23 is dish shaped. The middleportion of such clamping board is protruded for engaging with otherobjects and the peripheral portions of the clamping board is adapted forforming the inner cavity. The FIG. 20 is left view of the FIG. 19. Asshown in FIG. 21, two clamping boards 23 are coupled together byscrew-bolts means to form a main frame 24 of the wheel adapted forreplacing steel ring and the steel basin. The inner tube and the outercover are received in a groove defined by the pair of clamping board,wherein the axis of the round shaped clamping board could be coaxiallycoupled to a driving shaft. After the clamping board is fastened, theinner tube and outer cover could be squeezed into the groove defined bythe clamping boards so that the inner pressure of the inner tube will becorrespondingly increased for bearing a loading force.

Referring to FIG. 22, the clamping boards 25 are designed to have arelatively deeper protrusion 26 integrally protruded from a middleportion of the clamping board. Such clamping board could be directlycoupled with a flat clamping board to define a main frame of a wheel,thereby ultimately replacing the steel ring and steel basin.

Referring to FIG. 23, the clamping board 27 is round shaped having aplurality of spokes 28 extended from the central axis. Such kind ofclamping board is adapted to be installed on conventional wheel foreliminating the blowout damage. It is noted that all clamping board,steel basin, steel ring could be made of plastic materials. The FIG. 24is a left view of FIG. 23. Finally, the clamping board could befunctioned as decorating boards in routine applications.

As shown in FIG. 25 and FIG. 26, the loop shaped tension strap 29 isprepared by the same method of manufacturing driving belt. The innerwall of the tension belt has membrane coating layer, for replacing theinner tube. Furthermore, the tension strap could be combined with theinner tube and the outer cover. The elasticity of the tension strap islimited to a lower value, and the tension strap is of certain softness.The cross section of the tension strap is flattened or shaped matingwith the inner tube and outer cover.

As shown in FIG. 27 and FIG. 28, the plastic membrane inner tube 30 hasan air valve 31. In case of such wheel is applied to a bicycle, therubber hose of the air valve could be inserted into the plastic membraneinner tube. The air inlet of the plastic membrane inner tube could bepositioned close to the steel ring so as to seal off the air valve forpreventing the stuffing materials from being leaked.

As shown in FIG. 29, the inner tube is cylindrically shaped, wherein twoends of the inner tube is sealed off, an air inlet 33 is defined on theinner tube for installing the air valve. The cylindrically shaped innertube 29 is winded into the inner cavity to be filled with stuffingmaterials to form a natural joint.

As shown in FIG. 30, the inner tube 32 comprises an air inlet which isadhesively or thematically coupled to the inner tube.

As shown in FIG. 31, the inner tube 32 is an elongated and baggy shaped,having a free end and closing end. The inner tube could be made ofplastic membrane or rubber membrane or synthetic membrane. In FIG. 32,the free end of the inner tube is coupled with air valve 37, betweenwhich is cushion 38.

As shown in FIG. 33, there is penetrating channel defined within the airvalve 36. Such kind of penetrating channel could minimize the resistanceso as to facilitate the stuff filling process. The air valve 36comprises a membrane tube 35 being of multilayer structure. During theapplication, the air inlet 34 is sleeved on the air valve 36 to encasethe membrane tube 35. After the filling process, the pressure applied bythe inner tube of the wheel will squeeze the membrane tube 35 into aflatten shape thus sealing off the penetrating channel. Meanwhile, thepressure will also force the air inlet 34 and the air valve biasingagainst the steel ring. Here, the membrane tube could be made of plasticmembrane, rubber membrane or synthetic membrane.

As shown in FIG. 34, the inner support comprises four individualportions for facilitating the assembling and disassembling process.

It is well known within the art that tire-repairing injection fluidcould be filled into the tire for sealing off the small openings. It isnoted that at least one third of the volumetric space will be filledinto such injecting fluid.

However, the conventional injecting fluid only is functioned as energysaving function, not for bearing pressure as frame support.Conclusively, the present invention provides a steel-tired wheel,combining support, heat transferring, security, efficacy functiontogether.

Referring to FIG. 35 to FIG. 41, the transmission apparatus and methodaccording to the present invention are illustrated. Here, FIG. 36 is asectional view of FIG. 35 along the vertical central line, wherein theFIG. 36 shows the baffle plate and fastening means. FIG. 37 shows theouter baffle plate and FIG. 38 shows the inner baffle plate. The steelbasin A1 comprises an inside engaging ring A4 which affixed defined onthe steel basin A1. According to the present invention, the insideengaging ring could be embodied as a looped ring, or as a segmentedring. The main drive gear is centered in the wheel and coaxially coupledto the transmission shaft A6, the intermediate gear is disposed betweeninside engaging ring A4 and the main drive gear A2 so as to transfer thedynamic force to the inside engaging ring A4 thus forcing the wheel intorotation. The wheel basin A1 is rotatable with respect to the vehicleshaft A5 which is maintained with a stable manner. It is note that atire is attached to the steel basin A1, which is not shown in Figs. Thetransmission shaft A6 is penetrating through the center slot of thevehicle shaft, wherein the main drive gear A2 is affixed to one end ofthe transmission shaft A6. The dynamic force is originally from theengine, which could be embodied as combustion engine, air-actuatedengine, and electrical motor. The inner baffle plate A8 is fixedlycoupled to the vehicle shaft A5, wherein the center slot of the insidebaffle plate could be rectangular shape, or polygonal shape for beingfixed to the vehicle shaft. The vehicle shaft A5 further comprises alocating pin which is correspondingly mated with the locating slotdefined on the shaft tube of the inner baffle plate. It is noted thatother locating means, such as tongue and groove, could be used forpositioning the inner baffle plate. The shaft of the intermediate gearA3 is positioned on the inner baffle plate, so as to position theintermediate gear within the steel basin A1 well above the transmissiongear. Another function of the inner baffle plate is to couple the outerbaffle plate through screw-blot connecting aperture A10. Thetransmission arrangement further comprises means for regulating andcorrecting the position of the inner baffle plate, such regulating meansis located within the steel basin A1.

The outer baffle plate A9 is adapted to ward off the dust, dirt or anyimpurity so as to protect the gear assembly, and to position anddecorate the transmission arrangement. The inner baffle plate A8 andouter baffle plate A9 both comprise reinforcement ribs, tucked edge anddraw bead for further improving the rigidity and overall performance.Each of the inner and outer baffle plate has four screw-bolt holes A10,for receiving the screw. The outer baffle plate further comprises asealing edge All, which is selected from a group consisting of rubberedge, film edge or gluing edge, being soft and friction proof so as toblock dirt and water into the steel basin. The transmission arrangementfurther comprises bearing device A7.

As the Figs illustrated, the ultimate force will be applied on the upperrim of the wheel so as to drive the wheel into rotation. The upperportion of the wheel, ranging from the inside engaging ring to thecircle center, is functioned as a power arm. On the other hand, thelower portion of the wheel, ranging from the circle center to thecircumferential edge, is functioned as a resisting arm. Since the powerarm is shorter than the resisting arm, the power consumption could notbe saved according to the leverage mechanism. Compared with the priorart which employs the shaft radius as a resisting arm, the presentinvention employs the wheel radius as the resisting arm to reduce theenergy consumption. The intermediate gear A3 is disposed above theelevation of the main drive gear A2.

As shown in FIG. 39, the outer baffle plate is detached from thetransmission arrangement, and the FIG. 40 is sectional view of the FIG.39 along the vertical center line. The transmission gear A14 is coupledto the transmission shaft 15, which is extended into the steel basin A1to be engaged with the inside engaging ring A4 for driving the wheelinto rotation. Accordingly, the tire outer cover A13 and steel basin A1are either embodied as a flattened tire structure as described inChapter 1, or conventional steel-tired wheel arrangement. The steelbasin A1 is capable of rotating with respect to the vehicle shaft A12.

The outer baffle plate A18 has a large slot A16 and a small slot A17defined thereon, respectively for inserting the vehicle shaft A12 andthe transmission shaft A15. It is noted that the transmission shaft A15could be the shaft of an electrical motor. The transmission gear A14 isrotatable above the wheel so as to form a wheel rim transmission device.In FIG. 39, the transmission shaft is located at the wheel rim, while inFIG. 35, the transmission shaft is positioned at the circle center ofthe wheel.

As shown in FIG. 42, the transmission gear A19 is engaged with the largegear 20, which is coaxially coupled to the small gear A21, forgenerating the running gear arrangement. The small gear A21 is adaptedto drive the follower gear A22, which is coupled to the transmissionshaft A23, being affixed to the wheel A24, so as to drive the wheel A24into rotation. The diameter of the follower gear A22 is less than thediameter of the wheel A24 so as to maintain a predetermined height abovethe ground. If the condition permitted, a larger diameter of suchfollower gear A22 is desirable. The follower gear A23 could bepositioned at a peripheral portion of the wheel, so as to drive thewheel A24 via an engaging gear arrangement. The bevel drive gear couldbe used for ensuring the small gear/follower gear transmissionarrangement. Furthermore, the follower gear could have correspondingperforations or indents, so that the small gear could be engaged withsuch perforations or indents for driving the follower gear into rotationas shown in FIG. 44 to FIG. 46. In conventional prior art, the diameterof the follower gear is less than one third of the wheel. According tothe present invention, the diameter of the follower gear is at least onethird of the diameter of the wheel.

As shown in FIG. 43, the transmission gear A19 is engaged with the largegear A20. The large gear A20 and small gear A21 form a wheel geararrangement. The small gear A21 is adapted to drive the intermediategear A25, which in turn drive wheel A24 into rotation. It is noted thatthe large gear A20 is capable of directly driving the wheel A24 intorotation.

Referring to FIG. 44, the gear driving plate A26 is illustrated, thegear driving plate A26 is a plate shaped member installed on the wheelor follower gear for providing dynamic force. The diameter of the geardriving plate had a diameter being almost identical with the diameter ofthe steel basin, so that the gear driving plate could be coupled to thefollower gear or wheel, for transferring the dynamic from the engine.The gearing driving plate has a plurality of engaging indents orengaging slots defined thereon for correspondingly engaging with gearsto driving such gears into motion. What is more, the gear driving platehas four assembling holes for coupling to the steel basin or followergear.

FIG. 45 is a sectional view of FIG. 44 along the center line, showingthe engaging slots A27 for inserting the gear teeth so as totransferring the dynamic force. The assembling holes A28 is adapted forcoupling with the follower gears. Finally, it is noted that the geardriving plate could be directly used as drive gear.

Referring to FIG. 46, the gear driving plate having engaging indentsthereon, the engaging indent is defined, so that gear teeth could beengaged for driving the wheel into motion. Referring to FIG. 47, thereis a gear rack A32 defined on the gear driving plate A31 for replacingthe engaging slots. Referring to FIG. 48, the gearing driving plate A26is provided to the steel basin A1 by screw-bolt means through theassembling holes A28.

Referring to the FIG. 49 and FIG. 50, the railed vehicle transmissionstructure is illustrated. For instance, the train wheel A34 comprises awheel rim A33 having engaging teeth defined thereon so as to receive thedynamic force for driving the train wheel into rotation. Here, the wheelrim 33 is purposely and disproportionably drawn with a larger size toillustrate the difference between wheel and shaft. FIG. 50 is a leftview of the FIG. 49, wherein the gear is represented by dashed line.

Referring to FIG. 51 and FIG. 52, a circle of engaging teeth A36 isdefined along the outer edge of the fan blade A35. The drive gear A37 ofthe engine is engaged with the engaging teeth A36. The base of the fanand other structure are not shown in the Fig. The FIG. 52 is a left viewof the engaging teeth A36, wherein the engaging teeth are represented bythe dashed line. Accordingly, the propeller structure could be embodiedas the same transmission arrangement.

As shown in FIG. 53, the electrical motor A39 is affixed to a vehicleframe, where the dynamic force is transferred to the transmission gearvia a belt A40. The transmission gear A41 is arranged at a rear bracket,and the transmission gear comprises a friction gear, which is made ofrubber, plastic, metal or any combination thereof. The friction gear istightly biasing against the outer cover of the rear wheel A38 and/or thesteel ring so as to driving the rear wheel A38 into rotation viafrictional force. The transmission gear is positioned adjacent to therear wheel A38 wherein the transmission mode could be unilateral mode orbilateral mode. In case of the bilateral mode is used, the electricalengine and transmission gear are horizontally disposed, i.e. theelectrical engine and transmission gear are axially oriented towards therear wheel A38. The friction gears are provided to the two ends of thetransmission gear A38 or two ends of the engine motor shaft forsandwiching the rear wheel A38 therebetween so as to drive the rearwheel A38 into rotation. Such sandwiching design further provides arighting function for righting and positioning the wheel. It is notedthat the friction gear is of certain elasticity for increasing thefrictional force under an accidental circumstance. Such friction gearcould be made of rubber compounding materials. One or more resilientmember could be provided to the friction gear for limiting the lateralmovement of the friction gear with respect to the shaft.

The transmission gear is positioned above the rear wheel A38, i.e. theupward side of the landing portion, so that the wheel-axis and activepulley mechanism could be substantially utilized to save the energyconsumption. After the rotational speed is increased, the speed of thewheel will be increased as well. Alternatively, the electrical motorcould be disposed to the transmission gear, to directly driving the rearwheel A38. The spokes of wheel are not shown in the Figure.

Referring to FIG. 54 to FIG. 56, the engaging plate A43 is provided tothe bicycle wheel A42, the engaging plate A43 comprises a plurality ofround shaped engaging slots A44 radially and spacedly defined along theperipheral portion of the wheel. The engaging plate A43 is disposedwithin the spokes. FIG. 55 is a partial enlarged view showing engagingplate A43 and FIG. 56 is a side view of such engaging plate A43.

As shown in FIG. 57, the engaging slots A46 of the engaging plate A45 isdefined as slotted holes for facilitating the insertion anddisengagement of the gear teeth. The engaging plate could be formed by aplurality of segmented and curved plate units aligned with an end to endmanner, so that the assembling and repairing process could besignificantly simplified. And the engaging plate could be made ofrubber, plastics, metal, or any synthetic materials, and could beattached to the wheel by any conventional fastening means, such asscrew-bolt, clipper, welding means, gluing means, and so on.

As shown in FIG. 58 and FIG. 59, the gear wheel A47 comprises tippedteeth A48, which is adapted to be inserted into the engaging slots. Thetipped teeth and the gear wheel could be integrally formed or combinedtogether by attaching means.

Referring to FIG. 60, the rotational entertaining wheel is illustrated.Like a fan, the entertaining wheel is electrically connected with anelectrical motor for receiving a transmission force. There are two typesof rim transmission mode, namely, suspended mode and positioned mode.Accordingly, the wheel of suspended mode is not supposed to be grounded,but is supported by a shaft to be rotatable with respect to the shaft.To drive such kind of wheel into rotation, the stress could be appliedto any peripheral portion of the wheel according to the wheel-axismechanism. Accordingly, the positioned mode of the wheel comprises alanding portion, so that the wheel is capable of rotatably moving withrespect to the ground. The dynamic force could apply to the upperportion of the wheel, or a region well above the elevated center line ofthe wheel.

As shown in FIG. 60, the hanging basket A50 is moveably connected withthe rotational wheel A49 which is rotatably moveable with respect to ashaft, wherein an electrical motor is disposed below the rotationalwheel for driving the rotational wheel into rotation. The transmissionmode could be embodied as gear means, or as friction gear. The arrowindicates that the hanging basket is weight towards the ground.

As shown in FIG. 61, the slanting line area which is extending beyondthe central circle A53 refers to the wheel rim area for bearing thedynamic force from the electrical motor. It is noted that the dynamicforce could be applied to any point within the slanting line area;preferably, the point G is the most optimal point which is located wellabove the landing portion of the wheel as well as the upward directionof the center circle A53.

The force bearing point could be disposed beyond the wheel rim, forexample, the wheel rim of the train wheel. The radius of the centercircle A53 is one third of the diameter of the wheel A52, and ispositioned above the line cd. That is to say, any point of the regionbeyond the center circle could be embodied as dynamic force bearingpoint. The line ab is the elevated center line of the wheel. The areaadjacent to the elevated center line could be employed as the bearingpoint. As shown in the Fig, the height of h.sub.1 is one third of theheight h.sub.2, thus indicating any area well above the one third of theheight of the wheel could be used as the force bearing point to receivethe driving force.

Referring to FIG. 62, the pony wheel A56 is received within the bullwheel A54 in a positioned well above the landing portion, so that thebearing load of the vehicle will be transferred to the pony wheel, whichin turn transmitted to the bull wheel. The vehicle body is connected tothe center shaft of the pony wheel A56 by conventional connecting means,such as rotatable connection, or fixed connection. When the bull wheelis driven by the transmission gear A55, the pony wheel will downwardlyroll within the bull wheel due to the weight and driving force of thebull wheel, so as to drive the bull wheel into rotation. Accordingly,the baffle plate specified in FIG. 37 and FIG. 38 could be coupled tothe center shaft of the pony wheel, so that the transmission gear A55could be arranged between the baffle and vehicle body.

As shown in FIG. 63, a trolley A57 is provided within the bull wheel A54for replacing the pony wheel, wherein the trolley A57 comprises atrolley frame A59 and a plurality of trolley wheels A58. The vehiclebody is connected to the trolley A57 with convention connecting mode,such as rotatable connection, or fixed connection. The weight of thevehicle body is withstand by the trolley A57, which is rotatably movablewithin the bull wheel A54. The trolley looks like a sliding trolley orskating roller having a support plate, and two shaft disposed at twoends of the support plate for equipping with a pair of wheels. Orotherwise, the trolley is embodied as round shaped bearings having aplurality of rolling wheel defined on the round peripheral portion.

Accordingly, the conventional positioning means, such as positioninggroove, projected ridge, and upward stopper could be defined on thetrolley wheels to ensure the trolley disposed at a fixed position withthe bull wheel. Furthermore, the trolley wheel comprises chafers formoveably and longitudinally engaging with the bull wheel.

What is more, the trolley could be replaced by the sliding block, whichis slidely moveable with respect to the bull wheel. The lubricatingmeans could be used for facilitating the sliding movement. It is notedthat the volume of the trolley frame could be increased to extend thecircle center of the bull wheel, so that the electrical motor andtransmission gear could be installed thereon. However, only the trolleywheels are fixed to the bull wheel, while the trolley frame is not fixedto the bull wheel A54 for affecting the movement of the bull wheel A54.

Meanwhile, the trolley frame could be functioned to position the bullwheel wherein the trolley frame comprises grooves which is shaped andsized mating the projected tongue defined on the bull wheel A54, so thatby inserting the projected tongue into the grooves, the bull wheel A54is capable of being positioned by the trolley frame. Under a normalcircumstance, the project tongue and the groove are not engaged, whereina clearance is defined therebetween, however, under an abnormalcircumstance, the groove will block the projected tongue from goingfurther so as to longitudinally or axially position the bull wheel.

There is a plurality of transmission mode applied to the bull wheel. Forinstance, one vehicle could comprise only one bull wheel, that is tosay, only one of the wheels of the vehicle is driven by the bull wheel.Or otherwise, the vehicle comprises a plurality of bull wheelfunctioning together to drive the vehicle into movement. In case of morethan two bull wheels are utilized, the bull wheels could be coaxiallyarranged or disposed on separated shaft. For instance, common bicyclesand cars have a front and a rear shaft.

It is noted that two bull wheels could be axially aligned with a sameorientation. The bull wheel comprises a follower gear being affixed tothe bull wheel at opposed side or a single side so as to replace thebull wheel for receiving a transmission force. Alternatively, thefollower gear is coupled to the axial shaft of the bull wheel, not beinggrounded for only bearing the dynamic force.

The diameter of the follower gear is less than the diameter of the bullwheel so that the follower gear could be easily detached from the bullwheel. Alternatively, the follower gear is fixedly coupled to one sideof the bull wheel, wherein the diameter is identical or close to thediameter of the bull wheel. In the wheeled chair for those disabledpeople, the follower gear is functioned as the hand actuating wheel fordriving the bull wheel into rotation, wherein the trolley is disposedwithin the bull wheel and the seat is attached onto the trolley.

Referring to FIG. 63 and FIG. 64, the vehicle shaft A5, intermediategear A3 are coupled to the trolley A57 or A61, so as to form a vehiclewheel driven by the bull wheel. It is noted that bull wheeltransmission, rim transmission could be combined to form a moreefficient transmission arrangement. For common bus, only two suchtransmitted wheel are required to achieve a more efficient transmissioneffect. If a trailer is dragged by the vehicles, the trailer could bedirectly connected to the trolley. Here, the vehicle body refers to themain body of the vehicle on which the wheels are provided. The vehiclebody comprises a vehicle frame and a carriage mounted on the vehicleframe. The engine could be mounted to the vehicle frame for driving thevehicle into movement. Here, the transmission gear A55 is of certainelasticity and arranged to be movable in a vertical manner to match themovement of the vehicle.

As shown in FIG. 64, the structure of trolley A61 is different with thestructure of the trolley A57, wherein the height of the trolley A61 iswell above the circle center to a position close to the roof the circle,so as to provide a base for the transmission gear A55. Here, the trolleyis round shaped for facilitating the positioning procedure of the bullwheel. The driving force from the transmission gear could be applied torim area of the bull wheel. Preferably, the desirable bearing point isdefined on the upper portion of the bull wheel, i.e. the upward side ofthe vertical center line of the circle. As shown in FIG. 64, thetransmission gear is positioned at such area.

As shown in FIG. 30, the pony wheel and the bull wheel share one circlecenter A60 wherein the shaft A61 is disposed. As a result, the shaft ofthe trolley could position the bull wheel A54. The center slot of thebull wheel is larger than the diameter of the pony wheel, or otherwise,the center slot could be embodied as slotted hole or oval shaped hole.

As shown in FIG. 65 and FIG. 66, gear engaging ring A62 is provided totwo sides of the bull wheel A54, wherein the gear engaging ringcomprises teethed slot A63 for being engaged with the gear A47, the gearA47 is positioned above the upper portion of the bull wheel. Here, theupper portion refers to not only upper side of the bull wheel, but alsorefers to upward region beyond the bull wheel. There is a pair of gearsA47 disposed on two sides of the bull wheel as shown in FIG. 68, thepair of gears A47 are adapted to driving the bull wheel. Accordingly,the teeth-engaging slot transmission structure could be replaced by gearteeth-gear teeth transmission structure well known within the art.

Accordingly, the gear structure of the present invention includes avariety of gear structure, such as straight gear, slanted gear, andcolumned gear. Here, the trolley A63 is round shaped and removablycoupled with the bull wheel for positioning the bull wheel as mentionedabove. The shaft of the trolley could be positioned along the verticalcenter line. As shown in FIG. 65, the trolley shaft is disposed belowthe circle center or above the circle center. The FIG. 66 is a left viewof the FIG. 65 along the A-A line, wherein the gear engaging ring A62 isprovided to two sides of the bull gear, the bull wheel is attached withan outer cover being well projected above the gear engaging ring A62.

Referring to FIG. 67 and FIG. 68, the transmission gear A65 is providedto the upper portion of the bull wheel A54. Here, the transmission gearcould be embodied as friction gear, which is frictionally engaged withthe bearing ring A67. The transmission gear A65 and the bearing ring A67are made of materials selected from a group consisting of metal,plastic, rubber and any compound materials. For instance, the rubbercould be provided for encasing the metal to form a transmission gear.The gears could be embodied as angular gear or column gear. Thetransmission gear A67 comprises a rectangular shaft A68, and thetransmission gear A67 is capable of slidably movable along therectangular shaft A68 so as to generate a varying retaining force thusdriving the bull wheel into rotation.

The transmission gear sliding on the rectangular shaft could be adjustedby resilient member. If the resilient member is positioned biasingagainst the transmission gear, a manual adjustment could be applied. Byuplifting or dropping the transmission shaft, wherein the retainingforce will be reduced while the transmission shaft is uplifted and theretaining force will be increased while the transmission shaft isdropped. It is noted that the transmission gear is movably coupled tothe base. The manual adjustment and the automatic adjustment could becombined together to achieve a desirable function.

Referring to FIG. 69, wheel motor refers to the wheel electrical motorfor driving the wheel; that is to say, the wheel and the electricalmotor are combined together. Here, the bull wheel is embodied as arotor, while the pony wheel is functioned as a stator. The trolley isaffixed to the vehicle body, wherein a magnetized region A69 is definedon the top side of the trolley A63. Here, the magnetized region refersto the area being capable of generating magnetized force. The magnetizedregion is represented by the dashed lines. It is noted that themagnetized force are maintained within the magnetized region, so thatwhen a portion of the bull wheel is rolling into such magnetized region,the bull wheel will be electrically charged to generate magnetic force,being mutually affected with the magnetic of trolley, as a result, thebull wheel will circularly move with respect to the trolley.Accordingly, after such magnetic portion leave the magnetic region, themagnetic force will be disappear, next portion of the bull wheel will bemagnetized to generate such force in a cyclic manner thus forcing thewheel into rotation. Such structure is well known within the art, suchas the electrical motor and magnetic suspension trains are driven bythis mechanism.

For the motor operation mechanism, the bull wheel A54 is functioned as arotor, namely, outer rotor, and the pony gear A63 is functioned asstator, namely, inner stator. The bull wheel and pony wheel are preparedaccording to the rotor-stator structure. The shaft A60 is electricallycharged by an electric brush. Only within the magnetic region, the rotorwill be electrically charged to generate magnetic force. There iswinding coil provided to the stator within the magnetic region.Certainly, the bull wheel and the pony wheel could be prepared accordingto the rotor manufacturing procedure, wherein the bull wheel is embodiedas a rotor and the pony wheel is embodied as a stator. The magneticforce is generated along the circumferential portion of the bull wheeland pony wheel, for driving the bull wheel into rotation.

The magnetized bull wheel design eliminates the mechanic structure andenables the transmission system environment friendly, and moreimportantly, isolates the transmission system with outside. As shown inFIG. 68, the stator is positioned at the upper portion of the bullwheel, and curvedly shaped to match with the bull wheel so as to form amagnetized region.

Referring to FIG. 70 and FIG. 71, the rotational bull wheel and thewheel motor forms a single wheeled vehicle, wherein the trolley A63 isaffixed to the vehicle body A70, and is disposed within the bull wheelA54 by landing the trolley wheels A58 on the bull wheel. The trolleycomprises a magnetic region defined on an upper portion. The vehiclebody comprises an anchor plate A71, which is capable of moving in avertical manner. A primary function of such anchor plate is to positionthe vehicle during a parking condition, and to brake the vehicle bodyfrom being movable. The shaft A60 is electrically charged by anelectrical brush and is adapted to space the bull wheel. The storagebattery is disposed at a lower portion of the vehicle body for chargingthe magnetic region.

As shown in FIG. 71, the magnetic region of the bull wheel isillustrated. Two bull wheels are disposed in a parallel manner,respectively receiving a trolley therein. The magnetic region isprovided to both bull wheels, wherein the brake system could beinstalled into either bull wheel. It is noted that the bull wheel couldbe stopped by a reverse electrical current, and for an emergency brake,an abrupt turning could be embodied for stopping the vehicle.

Referring to FIG. 72, the energy exchanging vehicle is illustrated, thevehicle comprises a wheel assembly B1, a power source B2 mounted to thewheel assembly B1, an attaching coupler B3 which is extended from thepower source, the coupler B3 comprises an protruding arm, a spring B7,and a sliding plate B8. the vehicle further comprises an electricitypower outputting means having an extended outputting wire and a plugdisposed in front of the vehicle body. What is more, there is a signalwire and a control wire provided to the energy exchanging vehicle.

It is noted that the electrical motor could be installed to the vehiclebody too. The spring B7 and the sliding plate B8 is disposed under theenergy-consuming vehicle, wherein the sliding B8 is directly contactingwith the energy-consuming vehicle so as to transferably load a fractionof the weight of the energy-consuming vehicle to the attaching couplerB3, which in turn transfers the weight load to the wheel assembly B1.Here, the electrical power outputting wire is adapted not only foroutputting electrical energy, but also for carrying a plurality ofsignal lines so as to indicate information of the electrical powersource vehicle to the energy-consuming vehicle. Whenever the informationindicated the energy power of the energy exchanging vehicle is shortedor insufficient, the user of the energy-consuming vehicle could findanother energy exchanging power source vehicle or energy exchangingstation to charge the vehicle.

Due to the fact that the coupler and electricity outputting means areconveniently detachable, the charging process could be simplified. Whatis more, the energy exchanging vehicle could be embodied as a trailerdragged by a bicycle, or installed to a vessel to form a power sourceship for supplying energy to vessels. Conclusively, the energyexchanging vehicle must be electrically connected with anenergy-consuming vehicle for charging the energy-consuming vehicle. Itis noted that the energy exchanging vehicle could be used for loadingpassenger and cargos, and the electrical motor could be installed tosuch electrical power source vehicle.

FIG. 73 is a top view of FIG. 72 showing the attaching coupler B3. It isseen that the sliding plate B8 is supported by the spring B7. As shownin FIG. 74, the protruding arm which is disposed at one end of theattaching coupler B3 is adapted to be inserted into correspondinggrooves or slots so as to couple the energy exchanging vehicle to theenergy-consuming vehicle.

FIG. 76 to FIG. 78 shows an alternative mode of the coupling rod B9having an arrowed engaging end adapted to be inserted into correspondingengaging groove and slots defined on the energy-consuming body so as tocoupling the energy exchanging vehicle to the energy-consuming body. Itis noted such coupling rod could be used for connecting the power sourceto the mobile phone.

As shown in FIG. 80, the battery assembly comprises a casing B12, andtwelve battery unit B13 being electrically interconnected with eachother, an electrical plug extended from one side of the batteryassembly. Here, it is noted that the plug could be disposed at anyoptimal position at the battery assembly. FIG. 81 is a right view of theFIG. 80, showing the electrical plug B14 is flattened shape.Alternatively, the electrical plug could be provided at theenergy-consuming body, such as a vehicle, and accordingly, theelectrical socket is provided at the power source vehicle.

To strengthen the intensity of the plug-socket structure, the plug couldbe prolonged and intensified so as to prevent any unwanted damage andloose connection. Furthermore, the energy power source could be dividedinto a plurality of types and standard for different applications, suchas sedan standard, truck standard, bicycle standard, and universalstandard. As a result, the battery of different brand could beinterchangeably used so as to provide convenience to users.

Conclusively, the conventional coupling arrangement, plug-socketstructure could be used in the present invention. There is no prior artdisclosing any dry battery being used for supplying energy power totransportation means. According to the present invention, theenergy-consuming vehicle could be driven by a dry battery, after the drybattery is energy shorted or depleted, the user could exchange suchshorted dry battery at a predetermined energy exchanging stations to geta brand new dry battery. As a result, the depleted dry battery could becollectively reclaimed and treated with an industrial scale. And moreimportantly, the dry battery could be accessible to the user everywhere.

Furthermore, the energy supplying method according to the presentinvention could be applied to electrical appliance, illuminationequipment, entertainment facilities.

As shown in FIG. 82 and FIG. 83, a cluster joint plug B15 is providedfor preventing loose contact in applications. In case of one of plug isloosen up or dead, the other plug is still effective so as to ensure theenergy-consuming body being charged.

As shown in FIG. 84, the energy consuming vehicle is a kind of casedtruck, wherein a square shaped power source cavity B16 is provided at alower portion of the cased truck for receiving a power source. A pair ofmatched engaging or coupling structures respectively arranged at thepower source and the power source cavity for securely and detachablymounting the power source therein. Or otherwise, electrical outputtingwire could be lead into the driver room for operating the energy power.

Alternatively, the energy consuming vehicle comprise a plurality ofpower source cavities, one of which is functioned as a storage cavity,so that when such energy consumption vehicle is stopped to be recharged,the battery removing and mounting procedure could be processedsimultaneously. What is more, the energy consumption vehicle could bedesigned to have an automatic load/unload device for detach and attachsuch power source to the vehicle. For instance, a plurality of storagebattery is stacked to form a battery unit, which is affixed to thebottom of the vehicle by an elastic hook. During the exchange procedure,the user could press a control button to open the elastic hook torelease the depleted battery. Meanwhile, the fully charged batteries aresupplied to the storage cavity, to be fastened by the resilient hook.

Here, it is noted that the resilient hook could be embodied as a slidingplate, or could be operated by electrical means, mechanic means,hydraulic means and air actuating means. The power source is tightlyassociated with relative means, so that the power source could beconveniently unloaded from the vehicle body.

As shown in FIG. 85, the power source B17 has an attaching groove B18,an electrical groove B19, and a handle B20. In the present invention,the power source B17 is embodied as a drawer style power source to beinserted a receiving cavity defined in the vehicle body. The attachinggroove B18 is elongated sliding groove provided to both sides of thepower source B18 for securely positioning the power source within thereceiving cavity of the vehicle body.

Here, the electrical groove B19 is another type of electrical couplingmeans wherein the whole elongated groove is embodied as an electricaloutputting terminals, so one side of such electrical groove is appliedas an anode, the opposed electrical groove is applied as a cathode. As aresult, the electrical power source could be electrically connectedthrough the electrical groove B19. The electrical receiving structure ofthe vehicle body could be embodied as a resilient member, beingcontacted with the electrical groove B19 in face to face manner.

As shown in FIG. 86 and FIG. 87, the power source B21 comprises anindented end B22, an end edge B23, an opposed protruded end B26, anengaging shoulder B25. When a plurality of such power source is alignedto be connected in an end to end manner, the protruded end B26 will beinserted into the indented end B22 of the adjoining power source untilthe engaging shoulder B25 is biased against the end edge B23 so as toensure adjoining power sources being aligned.

FIG. 88 is a right view of the FIG. 85 showing both of the electricalgroove B19 and attaching groove B18 are symmetrically provided to opposesides of the power source.

As shown in FIG. 89 and FIG. 90, the outer casing B27 of the powersource is barrel shaped having a round top cover B31 disposed at one endof the outer casing, wherein the an elongate steel resilient plate B28is defined on the top cover B31 and a coil spring B29 is received at thebottom of the barrel shaped casing B27, so that the power source couldbe securely positioned between the coil spring B29 and the resilientsteel plate B28. The electrical linking slot B31 are provided at thebarrel body for leading out the electrical wires. It is noted that theouter casing B27 is of good leak-proofness and air-tightness.Accordingly, the out casing could be shaped and sized dependent ondetailed requirement to be used for containing fuel gas, fuel oil andcompressed air. Finally, the toper cover could be attached to the outercasing by a clipping or a snapping fastener.

In short, the electrical vehicle comprises at least two power sourcechamber disposed at a lower portion of the electrical vehicle. During anenergy exchanging process, the depleted power source could be unloadedfrom the chamber, and a fully charged power source could be loadedthrough another chamber. As a result, there is always a power sourcechamber being empty. Or otherwise, whenever a power source is energyshorted, an unload arrangement will automatically nudge such depletedpower source into a releasing port so as to empty a space to load afully charged power source.

One skilled in the art will understand that the embodiment of thepresent invention as shown in the drawings and described above isexemplary only and not intended to be limiting.

It will thus be seen that the objects of the present invention have beenfully and effectively accomplished. Its embodiments have been shown anddescribed for the purposes of illustrating the functional and structuralprinciples of the present invention and is subject to change withoutdeparture form such principles. Therefore, this invention includes allmodifications encompassed within the spirit and scope of the followingclaims.

What is claimed is:
 1. A vehicle comprising: a vehicle body configuredto provide with a manned position; a vehicle wheel; and a motor; whereinthe vehicle body is connected with the vehicle wheel by a shaft (A60),the vehicle wheel rotates around the shaft (A60), and the vehicle hasonly one vehicle wheel.
 2. A vehicle comprising: a vehicle bodyconfigured to provide with a manned position; vehicle wheels; and amotor; wherein the vehicle body is connected with the vehicle wheels bya shaft (A60), the vehicle wheels rotate around the shaft (A60), and thevehicle has only two coaxial vehicle wheels.
 3. The vehicle as recitedin claim 2, wherein the vehicle wheels comprise a bull wheel (A54) and atrolley (A63), and the vehicle adopts the bull wheel transmissionstructure.
 4. The vehicle as recited in claim 3, wherein the bull wheeltransmission structure means the bull wheel (A54) is functioned as arotor and the trolley (A63) is functioned as a stator.
 5. The vehicle asrecited in claim 3, wherein a top side of the trolley (A63) is providedwith a magnetized region (A69).
 6. The vehicle as recited in claim 3,wherein the bull wheel and the motor form a single wheeled vehicle. 7.The vehicle as recited in claim 2, wherein the motor is a wheel motor,and the wheel and the motor are connected to form the wheel motor. 8.The vehicle as recited in claim 2, wherein the vehicle body comprises ananchor plate being configured to position the vehicle during a parkingcondition, and to brake the vehicle body from being movable.
 9. Avehicle wheel comprising: a steel rim and an outer tire assembled on thesteel rim, wherein an outer circumferential surface of the outer tire isstraight in an axial direction.
 10. The vehicle wheel as recited inclaim 9, wherein a diameter of the steel rim is shorter than that of theouter tire from 1 cm to 10 cm.
 11. The vehicle wheel as recited in claim9, wherein a cross section of the outer tire is squarely shaped, or aheight of a side edge of the outer tire is ranged between 0.5 and 5 cm,or the steel rim is formed by a pair of clamping boards (23), or thesteel rim is formed by a pair of clamping boards (23) and connected byscrews-bolts, or the outer tire is assembled in a slot defined in twoclamping boards (23), or a stuffing material is filled in an innercavity of the vehicle wheel, and the stuffing material is selected froma group of consisting of cream material, jelly material and colloidmaterial.